US4258591A - Apparatus for controlling gear shifts in automatic transmissions - Google Patents

Apparatus for controlling gear shifts in automatic transmissions Download PDF

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US4258591A
US4258591A US05/932,173 US93217378A US4258591A US 4258591 A US4258591 A US 4258591A US 93217378 A US93217378 A US 93217378A US 4258591 A US4258591 A US 4258591A
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input
output
accelerator pedal
signal
circuit
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Konrad Eckert
Helmut Espenschied
Georg Rothfuss
Alexander Witte
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/10—Controlling shift hysteresis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient

Definitions

  • the invention relates to automatic transmissions of motor vehicles. More particularly, the invention relates to an apparatus for controlling the gear changing process in automatic transmissions under special conditions in which undesired gear shifting occurs. Such undesired gear shifting may take place, for example, if the vehicle is traveling downhill in intermediate gear and the operator lifts his foot from the accelerator pedal. The reduced load on the engine thus tends to cause the automatic transmission to shift upwardly which is contrary to the normal intentions of the operator.
  • the invention thus relates particularly to stepwise operating automatic transmissions, i.e., such transmissions as include gear trains which are selectively coupled into the drive train to provide a number of discrete transmission ratios.
  • the shifting points of the transmission depend on the variables of vehicle speed and engine load. Normally, the vehicle speed is detected at the output shaft of the transmission whereas the load condition of the engine is determined from the instantaneous position of the throttle valve or the associated linkage, for example the gas pedal itself.
  • the operating variables of the vehicle are transformed into electrical signals, in particular voltages, which are then applied to an electronic transmission control circuit containing, for example, multivibrators for controlling solenoid valves which then actuate various gear trains.
  • the conditions for shifting from one gear into the next depend on engine load and vehicle speed and can be represented in a load-speed diagram in which the shifting points are depicted as sloping straight lines.
  • Such shifting diagrams determine the operation of the automatic transmission and may include the so-called kick-down shifting, i.e., the forcible downshift by full depression of the accelerator pedal. If, for example, a vehicle is operating at a point of the load-speed diagram which lies above an upshift curve, and if the engine load is reduced, for example, by releasing the gas pedal, the automatic transmission will shift into the next higher gear as determined by the upshift curve.
  • an upshift of this type can also be annoying because it may not be desired each and every time the gas pedal is released. For example, if the vehicle happens to be traveling downhill or in a curve, the operator normally releases the accelerator at least partially so as to decrease the vehicle speed. In vehicles with manual transmissions, this action has the additional effect of engine braking which can be useful. However, in vehicles with automatic transmissions, the transmission is urged to shift upwardly so that the engine braking of the engine is reduced rather than increased. This type of characteristic in automatic transmissions is not only annoying but may actually constitute hazards in certain traffic situations.
  • a further disadvantage of an automatic transmission occurs when the vehicle is permitted to slow down freely after the accelerator pedal is released. The transmission will sometimes first shift upwardly due to the apparent reduced load and then shift back down as the vehicle speed decreases. This type of operation tends to diminish the driving comfort and also introduces unnecessary wear and tear due to the superfluous shifting events.
  • Still further known in the art is an electro-hydraulic controller for an automatic transmission as described in U.S. Pat. No. 3,776,048, to which the German Published Application De-As 2 165 707 corresponds.
  • a switch located near the accelerator is actuated when the accelerator pedal is released and changes the shifting pattern of the automatic transmission in such a way that, when the accelerator pedal is released and the vehicle is operated at high speed, the transmission shifts from the highest to the next lower gear.
  • the unavoidable downshift may be quite unpleasant at high vehicle speeds and may surprise the driver, thereby initiating a dangerous traffic condition.
  • a further known control system described in the German Offenlegungsschrift No. 2 537 475 provides a switch operated by the accelerator pedal or by the engine exhaust brake which is closed when the accelerator pedal is released and which prevents an upshift or initiates a downshift at high speed.
  • the enforced downshift is also a disadvantage of this apparatus.
  • the object is attained in fluids typically hydraulic, or electrically controlled automatic transmissions by providing switches which prevent an upshift of the transmission when the gas pedal is abruptly released. These switches may cause the magnitudes parameters to which the automatic transmission responds to be held at the level which they had just prior to the release of the gas pedal.
  • a differential sensing element senses the abruptness of release.
  • the transmission is relieved of desired operation and its lifetime increased. Furthermore, when the vehicle operates downhill or in tight curves, the additional engine braking makes it possible to reduce the application of the wheel brakes, thereby reducing wear and tear on them.
  • the hydraulic plunger which responds to the load of the engine is modified and contains a locking valve for preventing the inflow of the fluid medium to the control valve.
  • the electrical signal which depends on the position of the accelerator pedal is held in a sample/hold circuit and is then passed to a known and customary electronic transmission control unit.
  • the sample/hold circuit is activated whenever the undesired upshift is intended to be suppressed.
  • the engine speed signal is fed to the transmission control unit via an adjustable limiting circuit.
  • the upshifts are prevented by interrupting the conduction of upshift commands from the control unit to the transmission.
  • the suppression takes place outside of the known transmission control apparatus and thus requires no change in its design.
  • FIG. 1 is a diagram illustrating the programmed shifting points of a 3-speed transmission as a function of engine load and vehicle speed;
  • FIG. 2 is a schematic diagram of a first exemplary embodiment of the invention in a hydraulic-pneumatic version
  • FIG. 3 is a block circuit diagram of a second exemplary embodiment of the invention applicable to electronic transmission control
  • FIG. 4 is a block diagram of a third embodiment of the invention also applicable to electronic transmission control.
  • FIG. 5 is a block diagram of a fourth embodiment of the invention for electronic transmission control.
  • FIG. 1 is a so-called shifting diagram in which the intended shifting points of the transmission are plotted as a function of load and vehicle speed.
  • the engine load is plotted on the ordinate as the relative angle of opening ⁇ / ⁇ max of the throttle valve whereas the vehicle speed is characterized by the output shaft speed of the transmission labeled n ga .
  • the various lines in the diagram indicate the shifting points of the transmission as a function of these variables. For example, if the operating point of the vehicle lies above the upshift curve 1, which illustrates the upshift from the second into the third gear, the transmission will be in second gear. If the operating point lies below the upshift curve 1, the transmission will be in third gear. These two operating points are indicated by the points 2 and 3, respectively.
  • the abrupt decrease of accelerator depression is used to store or hold the instantaneous load signal which is used as a control variable for the transmission control system.
  • the upshift suppression is caused by preventing the upshift signal from reaching the transmission control unit when the accelerator pedal is released abruptly.
  • a special operating condition of the vehicle is that in which the vehicle is operated on a steep downgrade so that its speed increases even though the upshift has been suppressed, thereby finally reaching an operating point 6 at which an upshift will nevertheless occur.
  • the third embodiment of the invention takes account of this possibility and provides an upper limit for the vehicle speed signal at the instant of abrupt release of the accelerator pedal so that no upshift may take place due to a speed increase but downshifts due to speed decreases are permitted.
  • FIG. 2 is a schematic and partially sectional diagram of a first embodiment of the invention for use in a hydraulic/pneumatic environment.
  • the accelerator pedal 10 of a motor vehicle is pivotably mounted on a locally fixed pivot 11 and is held in its rest position indicated in dash-dotted lines against a stop 14 by a spring 12 attached at the other end to a locally fixed point 13.
  • the accelerator pedal actuates a throttle valve 15 in the intake manifold of the engine which powers the vehicle.
  • the pin 16 of a sliding valve assembly 17 Associated with and capable of being displaced by the accelerator pedal 10 is the pin 16 of a sliding valve assembly 17.
  • the sliding valve 17 has a fluid inlet 18 connected to a suitable pressurizing pump 19.
  • a fluid opening 20 leads from the valve 17 to the load input 210 of a transmission control unit which includes a pressure comparator 21 which also receives information regarding other vehicle variables, for example the vehicle speed, via an input 211.
  • An upshift control line 212 leads from the transmission control unit 210 to a suitable and known gearshift unit 22 as does a downshift line 213.
  • a second fluid outlet 25 of the sliding valve 17 communicates via a check valve 26 as well as a throttle 27 and a switchable valve 28 with a fluid container 24.
  • the switchable valve 28 is shown in the present embodiment as a 2-port, 2-position valve actuated by a solenoid 29.
  • the valve control slide of the valve 17 includes a part 30 having a reduced diameter which permits the alternative communication between the fluid inlet 18 and either the first fluid outlet 23 or the fluid outlet 20 through the channel 31.
  • the first portion 30 of the control valve slide is coupled by a helical spring 32 to the second part 33 of the valve slide. In the vicinity of the space occupied by the helical spring 32, the valve slide bore communicates through a channel 34 within the valve housing with the second fluid outlet 23.
  • the second part 33 of the valve slide has a central bore containing a second helical spring 35, one end of which rests on the base of the bore while the other end rests on a shoulder 36 of the actuating pin 16.
  • the pin 16 is disposed axially slidable in the central bore of the second part 33 of the valve control slide where its tip is provided with an electrical contact plate 38 which is intended to cooperate with a similar contact plate 37 affixed to the base of the bore within the part 33.
  • the embodiment illustrated in FIG. 2 further includes a snap-action switch 41 in which a diaphragm 44 defines a first pressure chamber 42 communicating through a channel 45 with the induction tube 48 as does a second pressure chamber 43 via a volume chamber 47 and a throttle 46 at a downstream point of the induction tube.
  • a contact pin 49 which is coupled to a lever 50 pivoting about a locally fixed joint 51 and attached to the pin 49 by a joint 52.
  • a spring 53 is connected between one end of the pin 49 and/or the adjacent joint 52 and a locally fixed point 55 whereas a second spring 54 is connected between the pin 49 or the joint 52 and the far end 56 of the lever 50.
  • the above-described construction of the snap-action switch 41 provides that the contact pin 49 assumes two stable axial positions.
  • the end of the pin 49 remote from the joint 52 carries a contact plate 57 which cooperates with an opposite contact plate 58 mounted on the housing with electrical insulation.
  • the contact plates 57, 58 make electrical contact whereas in the position shown they are separated.
  • the leftmost end of the pin 49 as seen in the drawing further carries a ferromagnetic disc 59 which interacts with and may be displayed by a solenoid 60.
  • the solenoid 60 is energized by contact of the plates 37,38 as suggested by the dash-dotted line 61.
  • the union of the contact plates 57, 58 causes energization of the solenoid 29 via a dash-dotted line 62.
  • an increasing displacement of the accelerator pedal 10 causes a gradual closure by the first part 30 of the valve slide of the first fluid outlet 23. Accordingly, the pressure within the bore of the valve 17 increases and is transmitted via the channel 31 within the valve housing and the fluid outlet 20 to the load signal input 210 of the transmission control unit 21. The displacement of the accelerator pedal thus causes an increasing pressure to be applied to the load input 210, indicating an increasing engine load.
  • the accelerator pedal 10 is released slowly from its displaced position, the contacts 37, 38 are opened and the solenoid 60 is deenergized. However, the pin 49 of the snap-action switch 41 remains in its leftmost position due to the action of the springs 53, 54. Inasmuch as the slow release of the accelerator pedal 10 also results in a slow closure of the throttle valve 15, the vacuum in the induction tube 48 increases only slowly so that substantially the same pressure is maintained in the first chamber 42 via the relatively open communication 45 and in the second pressure chamber 43 via the throttle 46 and the volume chamber 47. In any case, the pressure difference is sufficiently small to prevent any excursion of the diaphragm 44.
  • the switch formed by the plates 57, 58 remains open and the valve 28 remains in its normally opened position permitting the fluid medium to flow from the bore of the valve 17 through the second fluid outlet 25, the throttle 27 and the valve 28 into the fluid container 24.
  • the accelerator pedal 10 is abruptly released, the throttle valve 15 will also abruptly close off the induction tube 48, thereby causing a very rapid increase of the vacuum in the induction tube.
  • the first pressure chamber 42 experiences a high vacuum whereas the second pressure chamber 43 still experiences the previous elevated pressure because the sudden decrease of pressure communicates itself to the second chamber 43 only relatively slowly due to the presence of the throttle 46 and the volume chamber 47.
  • the pressure difference between the chambers 42 and 43 causes the diaphragm 44 to be moved to the right as seen in FIG. 2, thereby switching the snap-action switch 41 in its rightmost position and causing electrical contact to be established between the two plates 57, 58.
  • the solenoid 29 is energized, causing a switchover of the valve 28 into its closed, i.e., blocking, position. Due to the blockage of the valve 28, the fluid medium can no longer flow from the bore of the valve 17 through the third fluid outlet 25 so that the control slide remains in the position which it occupied just prior to the abrupt release of the accelerator pedal. As long as the control slide of the valve 17 remains in its position, the pressure signal transmitted from the fluid outlet 20 to the load signal input 210 of the transmission control unit 21 remains constant. In the previously discussed operating example illustrated in FIG. 1, the pressure signal fed to the control unit 21 is thus the signal associated with the operating point 2 rather than the actual operating point 3. As already discussed above, the result is a suppression of the upshift which would normally occur when the system crosses from the operating point 2 to the operating point 3.
  • the solenoid 60 is reenergized, causing the snap-action switch 41 to occupy its leftmost position.
  • the electrical switch formed by the plates 57, 58 is opened and the solenoid 29 is deenergized.
  • the valve 28 opens, permitting fluid medium to flow from the second medium outlet 25 via the throttle 27 and the valve 28 back to the container 24. This permits the motion of the valve slide to the right, thereby reducing the pressure signal at the load input 210 of the transmission control unit 21.
  • the spring-loaded check valve 26 has a dual function. Its first purpose is to permit a rapid flow of pressure medium into the bore of the valve 17 when the accelerator pedal is rapidly depressed. A second purpose is to prevent a flow of fluid through the branch in which it is located in the opposite direction.
  • the throttle 27 has the purpose of causing a delay in the displacement to the right of the control slide when the accelerator pedal 10 is released so that the position occupied by the control slide at the time the accelerator pedal is abruptly released is retained. This is due to the fact that the throttle 27 causes the displacement of the control slide to the right to occur more slowly than the actuation of the snap-switch 41 and the subsequent actuation of the valve 28 which blocks the flow of fluid from the bore of the control valve.
  • a second exemplary embodiment of the invention applicable to electronic transmission controls is depicted in a block diagram illustrated in FIG. 3.
  • the accelerator pedal 10 includes a motion transducer which generates an analog signal which is fed to the analog input of a first sample/hold circuit 80 the output of which goes to the electronic load signal input 210 of the transmission control unit 21.
  • the transmission control unit 21 controls the operation of a transmission 22 via upshift and downshift lines 212 and 213, respectively.
  • the transmission control unit 21 also receives a speed signal at an input 211 and generated by a tachogenerator 70 in dependence on vehicle speed.
  • the accelerator pedal signal is also applied to the input of a differentiating circuit 81 and a circuit 82 which suppresses negative values of the incoming signal.
  • the output of the circuit 82 is fed to the first input of a first comparator 83 whose other input 84 receives a comparison voltage.
  • the output of the first comparator 83 is connected to the set input 851 of a flip-flop 85 whose output is connected to the hold input of the first sample/hold circuit 80.
  • the analog signal which corresponds to the position of the accelerator pedal is also applied to the first input of a second comparator 86 whose second input receives the output from the first sample/hold circuit 80.
  • the output of the second comparator 86 goes to the first input of a first AND gate 87 whose other input is grounded.
  • the output of the first AND gate 87 controls the reset input 852 of the flip-flop 85.
  • the pedal position signal generated by the unit 10 is fed to the signal input of the first sample/hold circuit 80 associated with the transmission control unit 21. It is the well known property of sample/hold circuits to pass on the signal present at their inputs, possibly amplified, as long as the hold-enable input is not energized. The operation of the sample/hold circuit in this condition may thus be compared with that of an amplifier. As soon as the hold-enable contact receives a signal however, the output signal from the circuit remains constant at the value which it occupied at the instant of occurrence of the hold-enable signal. In the example illustrated in FIG. 3 the hold signal of the first sample/hold circuit 80 is provided by the flip-flop 85. The particular construction of the first sample/hold circuit 80 is not critical to the present invention.
  • Such circuits are known and are obtainable in ordinary commerce, for example under the type designation SHA-1A from, for example, the firm Analog Devices.
  • the load signal reaching the input 210 of the transmission control unit 21 is a signal corresponding to the instantaneous and varying position of the accelerator pedal.
  • the position signal is applied to the input of a differentiating circuit 81 followed by a circuit 82 which suppresses the positive values of the signal from the differentiating circuit 81, i.e., signals which correspond to a depression of the accelerator pedal 10, i.e., a motion tending to increase the engine speed.
  • the output of the circuit 82 is thus a signal which indicates the rapidity of release of the accelerator pedal 10.
  • This signal is compared with a set-point value applied to the contact 84 so that the first comparator 83 switches over and provides a signal of opposite type if the speed of release of the pedal 10 exceeds the predetermined set-point value.
  • This adjustable value thus defines the speed of release at which the apparatus of the invention begins to function.
  • the output of the first comparator 83 now sets the flip-flop 85 which, in turn, actuates the hold-enable input 801 of the first sample/hold circuit. Accordingly, when the accelerator pedal 10 is released sufficiently rapidly, the voltage corresponding to the position of the gas pedal at or near the time of release is retained at the output of the circuit 80, i.e., at the load input 210 of the control unit 21.
  • the apparatus of the invention disengages the hold circuit if the accelerator pedal is depressed again up to a position which it occupied at the time of its abrupt release. Accordingly, the output of the sample/hold circuit which represents the previously attained position of the accelerator pedal is constantly compared with the instantaneous pedal position at respective inputs of a second comparator 86 which resets the flip-flop 85 via the first AND gate 87 when the two input voltages are equal and thus releases the first sample/hold circuit 80. From this point on, the load signal 210 is proportional to the instantaneous position signal from the transducer associated with the accelerator pedal 10.
  • FIG. 4 A third exemplary embodiment of the invention is depicted in schematic form in FIG. 4.
  • this embodiment also intended for use with an electronic transmission control unit, most of the elements are identical to those previously described with respect to FIG. 3 and retain the same reference numerals.
  • a first delay circuit 88 connected between the accelerator pedal 10 and the input of the sample/hold circuit 80.
  • the delay circuit 88 may be switched in or out of the circuit by a switch 89 actuated by the output signal from the circuit 82.
  • the hold-enable contact 901 of the second sample/hold circuit 90 is connected to the output of the flip-flop 85 as is that of the circuit 80.
  • an AND circuit 92 may be connected as shown between the output of the flip-flop 85 and the hold-enable line 801 or 901.
  • the second input 93 of the gate 92 is intended to receive a signal which will control the enabling of the sample/hold circuits 801, 901, for example a signal related to the fully released position of the accelerator 10 as will be discussed below.
  • the operation of the embodiment of FIG. 4 differs from that of FIG. 3 in the following way:
  • the propagation of signals related, respectively, to accelerator pedal depression and release may suitably occur with different delays.
  • the operator of a vehicle should at all times be able to cause vehicle acceleration without delay whereas it might be advisable to communicate the reduction in load to the transmission with some built-in delay.
  • this delay is provided by the throttle 27 which causes reduced hydraulic flow, whereas, in the present embodiment of FIG.
  • the first delay circuit 88 which is coupled into the connection between the pedal 10 and the control unit 21 if the circuits 81 and 82 indicate that the accelerator pedal is being released, whereas when it is being depressed, the differentiated signal from the circuit 81 is blocked and the circuit 82 and the switch 89 permit direct passage of the signal from the pedal 10 to the sample/hold input of the circuit 80.
  • the switch 89 inserts the circuit 88 causing a delay of the signal fed to the sample/hold circuit 80.
  • the output of the tachogenerator 70 is not applied directly to the speed signal input 211 of the control unit 21 but only via a controllable signal limiting circuit 91.
  • the limiting magnitude set in the limiting circuit 91 is supplied by the output of the second sample/hold circuit 90 which, as already discussed, normally follows the input signal, possibly with some amplification, in this case just sufficiently amplified to be slightly larger than the speed signal applied directly to the input of the limiting circuit 91.
  • the signal fed to the speed input 211 is undistorted and unlimited.
  • the sample/hold circuit 90 goes to its hold mode, thereby holding the signal limit in the limiting switch 91 at whatever value was present at the moment of actuation by the flip-flop 85. Accordingly, all the signals reaching the input 211 of the control unit 21 will be either smaller than or equal to the latched magnitude of the speed signal provided by the sample/hold circuit 90.
  • the latching of the speed signal relates to the condition in which the vehicle starts at the operational point 2 and, even though the gas pedal is released, it gains speed and passes to the operational point 6 due, for example, to being operated on a steep downhill grade so as to tend to initiate an upshift into the higher, i.e., third, gear.
  • the speed signal i.e., by simulating the speed at the operational point 2 even though the vehicle is actually at the point 6, the upshift is prevented.
  • a governor may have to be provided to prevent overspeed of the engine in low gear operation.
  • the latching of the load and/or speed signals was initiated by an abrupt release of the gas pedal 10.
  • a signal related to a fully released accelerator pedal Such a provision has been indicated in the embodiment of FIG. 4 by the presence of the AND gate 92, shown in dashed lines.
  • the output signal of the flip-flop 85 will pass the AND gate 92 only if the second input 93 receives an appropriate signal indicating a fully released, i.e., zero, position of the accelerator pedal. This signal may be produced by any suitable and known switch. If the AND gate 92 is connected as shown, the load and/or speed signal is latched only if at the same time the accelerator pedal was abruptly released and subsequently assumes its rest position.
  • FIG. 5 A fourth exemplary embodiment of the invention is depicted in FIG. 5.
  • This embodiment is executed in substantially digital form and is intended to be associated with a substantially digital gearshift control unit, whereas the previous embodiments of FIGS. 3 and 4 were primarily analog oriented.
  • a digital transmission control unit with which the present embodiment may be used is described, for example, in British specification No. 1,297,460, assigned to the assignee of this application, to which the German Offenlegungsschrift No. 2 036 732 corresponds.
  • the embodiment of FIG. 5 includes a second delay element 100 as well as switches 101, 102 which are connected in series with the delay circuit 100 in the upshift signal line leading to the transmission 22.
  • the load signal from the accelerator pedal 10 is supplied, in addition to the load signal input 210 of the unit 21, to a difference forming stage 103, a null value indicator 104 and a threshold switch 110.
  • the output of the difference forming circuit 103 is connected to the first input of a third AND gate 105 whose second input is connected to the upshift line 212.
  • the third AND gate 105 controls a monostable multivibrator 106 whose output is connected to the control input of the first switch 101 and to the first input of a fourth AND gate 107.
  • the second input of the fourth AND gate 107 is connected to the output of the null detector 104 and its output is connected to the set input of a flip-flop 108.
  • the reset input of the flip-flop 108 is connected via a third delay element 109 to the output of the threshold switch 110.
  • the operation of the circuit illustrated in FIG. 5 is as follows.
  • the difference forming circuit 103 generates digital values corresponding to the position of the gas pedal and also forms the difference of sequential values. If this difference becomes negative, i.e., if the load is diminished, the third AND gate 105 receives an appropriate actuating signal. If, at the same time, the transmission control unit 21 has determined that an upshift is due and places an appropriate signal on the upshift line 212, the third AND gate 105 triggers the monostable multivibrator 106 which, in turn, opens the first switch 101 for a short period of time, for example 500 milliseconds.
  • the opening of the switch 101 for this period of time prevents the arrival of the upshift signal from the unit 21 at the transmission 22 before the circuits 103, 105, 106 are able to determine if the signal on the line 212 should actually be blocked.
  • the AND gate 107 responds depending on whether the gas pedal has in the meantime achieved its zero or fully released position. If such is the case, as indicated by the circuit 104, the flip-flop 108 is set, thereby opening the second switch 102.
  • the transmission control unit 21 determines that an upshift is required and if, at the same time, the load is diminished, i.e., the gas pedal is released, the upshift command is suppressed for a short period of time at the expiration of which a determination is made if the accelerator pedal 10 had reached its idling or fully released position. If this is the case, the upshift command is definitely suppressed and the upshift is prevented.
  • the time delay introduced by the monostable multivibrator 106 should be of a magnitude which permits suppression of the upshift only when the accelerator pedal is abruptly released, i.e., if the fully released position of the pedal 10 is attained within the time constant of the multivibrator.
  • the flip-flop 108 is reset by a signal which is generated by the threshold switch 110 and is passed to the reset input via the third delay element 109. This signal will be provided if the accelerator pedal 10 has been depressed again and has reached a predeterminable value.
  • One purpose of the third delay element 109 is to suppress spurious pulses which might cause erroneous resetting of the flip-flop 108 and another purpose is to cause a delay which prevents an upshift when the accelerator pedal 10 is depressed again. This can happen if the set-point value in the threshold switch 110 is low or zero for, in that case, the direct actuation of the reset input of the flip-flop would cause an upshift as may be seen from the diagram of FIG. 1.
  • the vehicle will be operating at the point 4. If the set-point of the threshold switch 110 is very low, for example at the level of the operating point 2 or at zero, and if that set-point is exceeded by the actual value signal from the pedal 10, the switch 102 will be closed and the upshift signal will pass via the line 212 because the vehicle is at a point lying below the upshift curve 1. If, however, the output signal from the threshold switch 110 is delayed somewhat, the operating point of the vehicle will again be above the upshift curve 1 at the time of closing of the switch 102. Thus the insertion of the third delay element 109 permits the operator to leave the operating region below the upshift curve 1 without triggering an actual upshift of the transmission.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Velocity Or Acceleration (AREA)
US05/932,173 1977-08-29 1978-08-09 Apparatus for controlling gear shifts in automatic transmissions Expired - Lifetime US4258591A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2738914A DE2738914C2 (de) 1977-08-29 1977-08-29 Verfahren zum Schalten von Stufengetrieben in Kraftfahrzeugen
DE2738914 1977-08-29

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US4258591A true US4258591A (en) 1981-03-31

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US05/932,173 Expired - Lifetime US4258591A (en) 1977-08-29 1978-08-09 Apparatus for controlling gear shifts in automatic transmissions

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US (1) US4258591A (de)
EP (1) EP0000960B1 (de)
JP (1) JPS5447067A (de)
DE (2) DE2738914C2 (de)

Cited By (48)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4383456A (en) * 1975-09-25 1983-05-17 Ganoung David P Apparatus using a continuously variable ratio transmission to improve fuel economy
US4501170A (en) * 1981-07-15 1985-02-26 Robert Bosch Gmbh Method of controlling downshift after braking in automatic transmissions of motor vehicles
US4560024A (en) * 1981-10-08 1985-12-24 Nippondenso Co., Ltd. Automatic running speed control for automotive vehicles
US4599917A (en) * 1983-05-02 1986-07-15 Regie Nationale Des Usines Renault Ratio change control in an automatic transmission with stepped ratios
US4638690A (en) * 1982-10-30 1987-01-27 Isuzu Motors Limited Method and apparatus for controlling electronically controlled transmissions
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US4928235A (en) * 1988-04-29 1990-05-22 Chrysler Corporation Method of determining the fluid temperature of an electronic automatic transmission system
US4935872A (en) * 1988-04-29 1990-06-19 Chrysler Corporation Method of shift selection in an electronic automatic transmission system
US4936166A (en) * 1988-04-29 1990-06-26 Chrysler Corporation Fluid actuated switch valve in an automatic transmission
US4936167A (en) * 1989-03-09 1990-06-26 Chrysler Corporation Method of universally organizing shifts for an automatic transmission system
US4938102A (en) * 1988-04-23 1990-07-03 Chrysler Motors Corporation Method of adaptively scheduling a shift for an electronic automatic transmission system
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US4947329A (en) * 1988-04-29 1990-08-07 Chrysler Corporation Method of determining the acceleration of a turbine in an automatic transmission
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US4965728A (en) * 1988-04-29 1990-10-23 Chrysler Corporation Method of adaptively idling an electronic automatic transmission system
US4965735A (en) * 1988-04-29 1990-10-23 Chrysler Corporation Method of determining the shift lever position of an electronic automatic transmission system
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US4968999A (en) * 1988-04-29 1990-11-06 Chrysler Corporation Method of shift torque management for an electronic automatic transmission system
US4975844A (en) * 1988-04-29 1990-12-04 Chrysler Corporation Method of determining the throttle angle position for an electronic automatic transmission system
US4975845A (en) * 1988-04-29 1990-12-04 Chrysler Corporation Method of operating an electronic automatic transmission system
US4980793A (en) * 1988-04-29 1990-12-25 Chrysler Corporation Open loop control of solenoid coil driver
US4991097A (en) * 1988-04-29 1991-02-05 Chrysler Corporation Method of stall torque management for an electronic automatic transmission system
US4991096A (en) * 1988-04-29 1991-02-05 Chrysler Corporation Shutdown relay driver circuit
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US5025684A (en) * 1989-07-05 1991-06-25 Dr. Ing. H.C.F. Porsche Ag Method and apparatus for controlling an automatic shift transmission
US5031656A (en) * 1988-04-29 1991-07-16 Chrysler Corporation Reciprocating valves in a fluid system of an automatic transmission
US5113721A (en) * 1987-10-12 1992-05-19 Auto Polly Gesellschaft M.B.H. Method and apparatus for controlling a motor vehicle drive train
US5168449A (en) * 1988-04-29 1992-12-01 Chrysler Corporation Method of calculating torque for an electronic automatic transmission system
US5172609A (en) * 1992-03-02 1992-12-22 Saturn Corporation Gradeability-based shift pattern control for an automatic transmission
US5202833A (en) * 1989-08-28 1993-04-13 Chrysler Corp Method of controlling the partial lock-up of a torque converter in an electronic automatic transmission system
US5325083A (en) * 1992-05-01 1994-06-28 Chrysler Corporation Manual valve position sensing system
US5462500A (en) * 1993-05-21 1995-10-31 Chrysler Corporation Automatic transmission with adaptive shift schedule
US5468198A (en) * 1994-03-04 1995-11-21 Chrysler Corporation Method of controlling coastdown and coastdown/tip-in in an automatic transmission
US5505671A (en) * 1993-09-04 1996-04-09 Robert Bosch Gmbh Method for controlling the operating sequences of a motor vehicle equipped with an automatic transmission
EP0984209A1 (de) * 1998-08-31 2000-03-08 Eaton Corporation Steuerungsverfahren /-einrichtung zum Hochschalten eines automatischen mechanischen Getriebesystems
US6072390A (en) * 1999-03-31 2000-06-06 Daimlerchrysler Corporation Position sensing system for manually operated shift lever of a vehicle transmission
US6090012A (en) * 1999-04-01 2000-07-18 Daimlerchrysler Corporation Method and apparatus for controlling upshift on an automatic transmission
US6285941B1 (en) 1998-08-31 2001-09-04 Eaton Corporation Method/system for controlling shifting in an automated mechanical transmission system
US6527672B1 (en) * 1998-10-24 2003-03-04 Zf Friedrichshafen Ag Method for controlling the automatic gearbox of a motor vehicle during spontaneous release of the accelerator pedal
US6537177B2 (en) 2000-12-20 2003-03-25 Caterpillar Inc Overspeed prevention
US20040098181A1 (en) * 2000-11-11 2004-05-20 Markus Henneken Method for controlling an automatic gearbox of a motor vehicle in the vent that the gas/pedal is spontaneously released
US20120296541A1 (en) * 2010-01-19 2012-11-22 Toyota Jidosha Kabushiki Kaisha Vehicle control system

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JPS55132451A (en) * 1979-04-03 1980-10-15 Nissan Motor Co Ltd Speed change control device for automatic speed changer
JPS5776360A (en) * 1980-10-31 1982-05-13 Toyota Motor Corp Method of controlling speed shifting operation of automatic transmission
JPS5899546A (ja) * 1981-12-04 1983-06-13 Fuji Heavy Ind Ltd 電磁式クラッチ付無段変速機の制御装置
JPS58137650A (ja) * 1982-02-10 1983-08-16 Nissan Motor Co Ltd 自動変速機の変速制御装置
JPH0624896B2 (ja) * 1984-12-05 1994-04-06 株式会社小松製作所 油圧駆動車の車速制御装置
JPS61192955A (ja) * 1985-02-21 1986-08-27 Diesel Kiki Co Ltd 車輛用自動変速装置
JPS61249841A (ja) * 1985-04-30 1986-11-07 Mazda Motor Corp 自動車用電子制御変速機
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JPS63167162A (ja) * 1986-12-27 1988-07-11 Isuzu Motors Ltd 電子制御自動変速機の制御装置
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US4383456A (en) * 1975-09-25 1983-05-17 Ganoung David P Apparatus using a continuously variable ratio transmission to improve fuel economy
US4662249A (en) * 1981-03-06 1987-05-05 Aisin Warner Kabushiki Kaisha Shift valve with an intermediate position during a 4-2 shift
US4501170A (en) * 1981-07-15 1985-02-26 Robert Bosch Gmbh Method of controlling downshift after braking in automatic transmissions of motor vehicles
US4560024A (en) * 1981-10-08 1985-12-24 Nippondenso Co., Ltd. Automatic running speed control for automotive vehicles
US4638690A (en) * 1982-10-30 1987-01-27 Isuzu Motors Limited Method and apparatus for controlling electronically controlled transmissions
US4599917A (en) * 1983-05-02 1986-07-15 Regie Nationale Des Usines Renault Ratio change control in an automatic transmission with stepped ratios
US4693144A (en) * 1983-09-14 1987-09-15 Ford Motor Company Control valve system for a continuously variable belt drive
US5113721A (en) * 1987-10-12 1992-05-19 Auto Polly Gesellschaft M.B.H. Method and apparatus for controlling a motor vehicle drive train
US4938102A (en) * 1988-04-23 1990-07-03 Chrysler Motors Corporation Method of adaptively scheduling a shift for an electronic automatic transmission system
US4980793A (en) * 1988-04-29 1990-12-25 Chrysler Corporation Open loop control of solenoid coil driver
US4965728A (en) * 1988-04-29 1990-10-23 Chrysler Corporation Method of adaptively idling an electronic automatic transmission system
US4936166A (en) * 1988-04-29 1990-06-26 Chrysler Corporation Fluid actuated switch valve in an automatic transmission
US4887512A (en) * 1988-04-29 1989-12-19 Chrysler Motors Corporation Vent reservoir in a fluid system of an automatic transmission system
US4928235A (en) * 1988-04-29 1990-05-22 Chrysler Corporation Method of determining the fluid temperature of an electronic automatic transmission system
US4939928A (en) * 1988-04-29 1990-07-10 Chrysler Corporation Method of determining the continuity of solenoids in an electronic automatic transmission system
US4944200A (en) * 1988-04-29 1990-07-31 Chrysler Motors Corporation Method of applying reverse gear in an automatic transmission
US4947329A (en) * 1988-04-29 1990-08-07 Chrysler Corporation Method of determining the acceleration of a turbine in an automatic transmission
US4951200A (en) * 1988-04-29 1990-08-21 Chrysler Corporation Method of controlling the apply element during a kickdown shift for an electronic automatic transmission system
US4951205A (en) * 1988-04-29 1990-08-21 Chrysler Corporation Method of diagnostic protection for an electronic automatic transmission system
US4955336A (en) * 1988-04-29 1990-09-11 Chrysler Corporation Circuit for determining the crank position of an ignition switch by sensing the voltage across the starter relay control and holding an electronic device in a reset condition in response thereto
US5168449A (en) * 1988-04-29 1992-12-01 Chrysler Corporation Method of calculating torque for an electronic automatic transmission system
US4965735A (en) * 1988-04-29 1990-10-23 Chrysler Corporation Method of determining the shift lever position of an electronic automatic transmission system
US4969098A (en) * 1988-04-29 1990-11-06 Chrysler Corporation Method of torque phase shift control for an electronic automatic transmission system
US4968999A (en) * 1988-04-29 1990-11-06 Chrysler Corporation Method of shift torque management for an electronic automatic transmission system
US4975844A (en) * 1988-04-29 1990-12-04 Chrysler Corporation Method of determining the throttle angle position for an electronic automatic transmission system
US4975845A (en) * 1988-04-29 1990-12-04 Chrysler Corporation Method of operating an electronic automatic transmission system
US4901561A (en) * 1988-04-29 1990-02-20 Chrysler Motors Corporation Throttle position sensor data shared between controllers with dissimilar grounds
US4991097A (en) * 1988-04-29 1991-02-05 Chrysler Corporation Method of stall torque management for an electronic automatic transmission system
US4991096A (en) * 1988-04-29 1991-02-05 Chrysler Corporation Shutdown relay driver circuit
US4998200A (en) * 1988-04-29 1991-03-05 Chrysler Corporation Electronic controller for an automatic transmission
US4935872A (en) * 1988-04-29 1990-06-19 Chrysler Corporation Method of shift selection in an electronic automatic transmission system
US5031656A (en) * 1988-04-29 1991-07-16 Chrysler Corporation Reciprocating valves in a fluid system of an automatic transmission
US4936167A (en) * 1989-03-09 1990-06-26 Chrysler Corporation Method of universally organizing shifts for an automatic transmission system
US5025684A (en) * 1989-07-05 1991-06-25 Dr. Ing. H.C.F. Porsche Ag Method and apparatus for controlling an automatic shift transmission
US5202833A (en) * 1989-08-28 1993-04-13 Chrysler Corp Method of controlling the partial lock-up of a torque converter in an electronic automatic transmission system
US5172609A (en) * 1992-03-02 1992-12-22 Saturn Corporation Gradeability-based shift pattern control for an automatic transmission
US5325083A (en) * 1992-05-01 1994-06-28 Chrysler Corporation Manual valve position sensing system
US5462500A (en) * 1993-05-21 1995-10-31 Chrysler Corporation Automatic transmission with adaptive shift schedule
US5505671A (en) * 1993-09-04 1996-04-09 Robert Bosch Gmbh Method for controlling the operating sequences of a motor vehicle equipped with an automatic transmission
US5468198A (en) * 1994-03-04 1995-11-21 Chrysler Corporation Method of controlling coastdown and coastdown/tip-in in an automatic transmission
US6157886A (en) * 1998-08-31 2000-12-05 Eaton Corporation Method/system for controlling upshifting in an automated mechanical transmission system
EP0984209A1 (de) * 1998-08-31 2000-03-08 Eaton Corporation Steuerungsverfahren /-einrichtung zum Hochschalten eines automatischen mechanischen Getriebesystems
US6285941B1 (en) 1998-08-31 2001-09-04 Eaton Corporation Method/system for controlling shifting in an automated mechanical transmission system
US6527672B1 (en) * 1998-10-24 2003-03-04 Zf Friedrichshafen Ag Method for controlling the automatic gearbox of a motor vehicle during spontaneous release of the accelerator pedal
US6072390A (en) * 1999-03-31 2000-06-06 Daimlerchrysler Corporation Position sensing system for manually operated shift lever of a vehicle transmission
US6090012A (en) * 1999-04-01 2000-07-18 Daimlerchrysler Corporation Method and apparatus for controlling upshift on an automatic transmission
EP1158217A2 (de) * 2000-04-10 2001-11-28 Eaton Corporation Verfahren/Einrichtung zum Schalten eines mechanischen automatischen Getriebes
EP1158217A3 (de) * 2000-04-10 2004-06-30 Eaton Corporation Verfahren/Einrichtung zum Schalten eines mechanischen automatischen Getriebes
US20040098181A1 (en) * 2000-11-11 2004-05-20 Markus Henneken Method for controlling an automatic gearbox of a motor vehicle in the vent that the gas/pedal is spontaneously released
US6879900B2 (en) * 2000-11-11 2005-04-12 Zf Friedrichshafen Ag Method for controlling an automatic gearbox of a motor vehicle in the event that the gas/pedal is spontaneously released
US6537177B2 (en) 2000-12-20 2003-03-25 Caterpillar Inc Overspeed prevention
US20120296541A1 (en) * 2010-01-19 2012-11-22 Toyota Jidosha Kabushiki Kaisha Vehicle control system
US8977461B2 (en) * 2010-01-19 2015-03-10 Toyota Jidosha Kabushiki Kaisha Vehicle control system

Also Published As

Publication number Publication date
EP0000960B1 (de) 1981-06-03
JPS5447067A (en) 1979-04-13
DE2738914C2 (de) 1982-05-06
EP0000960A1 (de) 1979-03-07
DE2860742D1 (en) 1981-09-10
JPS6135422B2 (de) 1986-08-13
DE2738914A1 (de) 1979-03-15

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